Electro-pneumatic brake



Dec. 22, 1936. D. F. BROWN 2,065,209

ELECTROPNEUMAT I C BRAKE Filed Feb. 26, 1935 2 Sheets-Sheet l T ig. J

m saw/c5 APP]. ICA T/O/V AND REL EASE ZONE.

R54 EASE PflS/T/O/V"? INVENTOR -E s%Z/ V DONALD FT BROWN. 35 I /9 Fzgf i BY ATI ORNEY Dec. 22, 1936.

D. F. BROWN 2,065,209 ELECTROPNEUMATIC BRAKE Filed Feb. 26, 1935 Fi ,IA 2

2 Sheets-Sheet 2 INVENTOR DONALD F. BROWN,

ATTORNEY Patented Dec. 22, 1936 rris ELECTRO-PNEUMATIC BRAKE sylvania Application February 26, 1935, Serial No. 8,309 I In Great Britain February 27, 1934 6 Claims.

This invention relates to electro-pneumatic braking apparatus for railway vehicles and the like of the kind in which the brakes are arranged to be applied on individual vehicles of a train by fluid pressure under the control of electrically or electro-pneumatically actuated valve devices provided on the individual vehicles which are arranged to be actuated so as to efiect an application or release of the brakes by the appropriate manipulation of an operators control device or devices provided on one or more of the vehicles.

Such electrical control of the brakes has the advantage of enabling a rapid application and release of the brakes to be obtained, on each individual vehicle throughout a train, but in braking apparatus of the kind to which reference has been made the degree of braking pressure obtained depends solely upon the action of the driver who has to exercise considerable skill and judgment as regards moving the operators control device to its lap position in which the brakes are held applied, more particularly as the braking action is transmitted so rapidly throughout the train.

According to the principal feature of the present invention it is proposed to provide arrangements which shall automatically ensure an application of the brakes and the holding of the brakes applied at a predetermined iluid pressure dependent upon the degree of movement of an operators self-lapping control device, that is to say, for example dependent upon the position to which the control handle of said device is moved.

The invention is illustrated by way of example in the accompanying drawings, Figs. l-lA of which is a diagrammatic view of an electro-pneumatic brake equipment for a motor vehicle and a trailer vehicle of a train and embodying the invention, and Fig. 2 is a development view showing diagrammatically certain parts of the operators control device shown in Fig. 1.

As shown in the drawings, the motor vehicle of the train is provided with fluid pressure braking apparatus comprising a brake cylinder l, a main reservoir 3, an operating reservoir 2, a feed valve device 28 for supplying fluid at reduced pressure from said main reservoir 3 to said operating reservoir 2, and an operators control device at each end of the vehicle.

The main reservoir 3 is arranged to be supplied with fluid under pressure in any suitable manner and is connected to a main reservoir pipe 6 which extends throughout the train and which is provided with the usual end cocks l and hose couplings i3.

7 Also extending throughout the train are three train wires viz. an application wire 9, a release wire. i8 and a return wire H, each of which is connected to a corresponding switch contact in a cut-out switch device 52 at each end of the motor vehicle. The cut-out switch device l2 has a 5 cut-in position in which the contacts of the device cccupy the position shown in Fig. 1A of the drawings, so that the continuity of the train wires 9, it, i l to the next vehicle is completed as shown. The switch device 12 also has a cut-out position 10 in which the contacts of the device occupy the position shown in Fig. l of the drawings.

The supply of fluid under pressure to the brake cylinder i from the operating reservoir 2 and the release of fluid from the brake cylinder l to the 15 atmosphere is arranged to be controlled by an electro-magnetic valve device I3 comprising an application valve 55 controlled by an application magnet M and a release valve 56 controlled by a. release magnet IS. The application valve 55 is so arranged that when the application magnet it is deenergized, a spring 51 acts to unseat said valve so as to open communication between the reservoir 2 and a pipe l5 which leads to the brake cylinder i, this communication being closed when the magnet I4 is energized.

The release valve 56 is so arranged that when the release magnet I6 is deenergized, a spring 58 is adapted to seat said valve so as to close communication between the pipe l5 and an atmospheric port 59, while when the magnet I6 is energized the communication between pipe 15 and the atmospheric port 59 is established.

The application magnet I4 is connected in series in the application train wire 9 and the release magnet I6 is similarly connected in series in the release train wire ID as shown.

Each of the operators control devices 4 includes a self-lapping brake valve device which comprises a casing containing an application valve til adapted when unseated to supply fluid under pressure from the operating reservoir 2 to a chamber 8 l a spring 62 for urging said valve to its seat, and a release valve 63 adapted when unseated to release fluid under pressure from said chamber 5 to the atmosphere. The release valve 63 is contained in a movable abutment 64 which is subject on one side to variations in fluid pressure in chamber 51 and subject on the opposite side to the pressure of a regulating spring 65 contained in chamber 66 which is vented to the atmosphere through an atmospheric exhaust passage 61. A spring 63 is provided in the abutment 64 and acts on a stem 69 carrying the release valve 63 for unseating said release valve.

A plunger is is slidably mounted in the brake valve casing and a rocking beam H is pivotally connected near its center to said plunger. A roller 1'2 is provided in one end of the beam "H and is adapted to engage the end of the release valve stem 69. A rod 13 is provided with one end pivotally connected to the other end of the beam ll, while the other end of the rod 13 engages the application valve nil.

The outer end of the plunger H3 is adapted to ride the peripheral surface of a cam M which is provided on a shaft 75. The shaft i5 is journaled in the casing and extends through one wall of the casing, and a handle it is provided on the outer end thereof for manually turning said shaft and thereby the cam Hi to various brake controlling positions which are indicated diagrammatically in Fig. 2 of the drawings. In Fig. 2, a development view of the peripheral surface of the cam 1 3 is shown and from this view it will be noted that in the release position of the handle it a recess H is provided to receive the end of the plunger it which defines said position. The cam is provided with a surface 18 extending from the recess 12 through the service application and release zone which surface gradually rises and is adapted to urge the plunger Ill in a direction away from the shaft 75 a distance depending upon the extent of movement of the handle 16 in said zone. There is then a sharp rise on the cam ill from the surface 18 to a surface 19 which is engaged by the plunger ill upon movement of the handle to the emergency position.

Associated with each of the self-lapping brake valve devices just described is a switch device l8 which, as shown in Fig. 2 of the drawings, may comprise a contactor SQ carried by and thereby movable with the shaft 15. The contactor 810 is adapted in release position to connect contacts I 9, 20 and El together, and in the service application and release zone to connect contacts 26 and 2! together, the contacts is, 26 and 2i being connected to wires 38, M and 31, respectively.

Associated with each operators control device 4 is an electro-pneumatic control device 22, which comprises a cylinder 23 containing a piston 24 having a piston rod or stem on the end of which is carried a member 25 preferably made of insulating material and adapted to operate switch contacts 32 and 30.

A pipe ll connected to chamber M of the selflapping brake valve device leads to the lower end of the cylinder 23 below the piston 24, while a pipe l5 connected to the brake cylinder 5 leads to the upper end of said cylinder.

The equipment on each of the trailer vehicles comprises an operating reservoir 2 supplied with fluid under pressure from the main reservoir pipe 6 through a feed valve device 23, and an electromagnetic valve device l3 like that employed on the motor vehicle and in which the application and release magnets is and iii are connected in series with the application and release train wires 9 and i6, respectively, and are operative to control the supply of fluid under pressure from the reservoir 2 to a brake cylinder l and the release of fluid therefrom to the atmosphere.

The main reservoir pipe 6 on the motor car is connected to that on the trailer by the usual hose couplings 8 and in operation the end cock 1 at the rear end of the motor vehicle is normally open and that'at the front end of the motor vehicle is normally closed, while at the rear of the trailer the end hose coupling 8 is closed by a dummy coupling 8i in the usual well known manner. The train wires 9, H3 and l l on the motor car are connected to the corresponding wires on the trailer by means of suitable connectors 82, 83 and M, respectively, while at the end of the trailer said wires are connected together by a bridge connector 26.

At each end of the motor vehicle there is provided an interlock switch device 55 which comprises a cylinder containing a piston 85 adapted to operate two switch contacts t6 and 81. The piston 65 has at one side a chamber 88 connected to the main reservoir pipe 6 at a point outside of the end cock 1, and has at the opposite side a chamber containing a spring 89 for urging said piston to a certain position. When a motor vehicle is connected to a trailer vehicle as shown in Figs. 1-1A of the drawings, and the end cocks i are. positioned as above described, the piston chamber 88 of the interlock switch device 25 at the head end of the motor vehicle is vented through the open end of the main reservoir pipe 6 so that spring 89 holds the contacts 85 and 8? in the position shown in Fig. l of the drawings, while at the rear end of the motor vehicle, the piston 85 of said device is operated by fluid under pressure from the main reservoir pipe 5 to position the contacts 85 and 81 as shown in Fig. 1A of the drawings. The function of these interlock switch devices 45 will be hereinafter described in greater detail.

A suitable source of electric current such for instance as a battery 2? is provided on the motor vehicle for energizing the train wires and the operation of the apparatus as so far described is as followsz- The main reservoir pipe 6 is charged with fluid under pressure from the main reservoir Band each of the operating reservoirs 2 on the motor and trailer vehicles is supplied with fluid at a suitably reduced pressure from the pipe 6 through the reducing valves 28.

Assuming that the operation of the braking apparatus is to be controlled from the operators control device 4 shown in Fig. 1, the switch devices 32 are positioned as shown in the drawings and said operators control device is turned to the release position. In this position of the operators control device 4, chamber Si in the brake valve device and the connected chamber at the lower side of the piston 24% in the device 22 are vented to the atmosphere through port 99 in the abutment 55, past the release valve 53, through ports 9! in said abutment, chamber 65 and from thence to the atmosphere through the atmospheric passage fii, and the contacts 59, 2d, 29 are electrically connected with one another by the contact 89 as hereinbefore described.

A circuit is thereupon completed from the positive terminal of battery 2'5 through wire 82, contact 86 in the interlock switch l2 shown in Fig. 1A, wire 93, contact 85 in the interlock switch shown in Fig. 1, wire 29, contact 39 of the cut-out switch device [2 shown in Fig. 1, wire 3!, contact 32 of the control device 22, wire 33, application train wire 9, the application magnets M of all the valve devices l3 throughout the train in series with each other, the bridge connector 26 at the rear end of the train, return train wire 5 i, switch contact G l of the front switch device 52, and wire 35 to the negative terminal of the battery 27.

The application magnets i i are thus energized and the corresponding application valves 55 of the devices 13 are held closed to cut off communication between the pipe 36 leading from the operating reservoir 2 to'the pipe I5 leading to the brake cylinder I on each vehicle of the train.

A circuit is also completed from the wire 3| through wire 31 contacts 2I and I9 and contactor 800i the operators control device 4, wire 38, release train wire II), the, release magnets I6 on each vehicle in series with one another, bridge connector 26, return train wire II and switch contact '34 to the negative terminal of the battery 27 so that the release magnets I6 are all energized and the corresponding release valves 56 of the devices I3 are held open to establish communication between the brake cylinder pipe I5 and the atmosphere on each vehicle of the train. I

'It will thus be evident that the brake cylinder I on each vehicle is open to the atmosphere and the brakes are thus released.

Since as above explained the pipe I '1 leading to the cylinder 23 of the control device 22 shown in Fig. l is also open to the atmosphere by way of chamber 6! in the self-lapping brake valve device, the pressures on the upper and. lower sides of the piston 24 of the control device will be normally at atmospheric pressure and the member 25 will be maintained by gravity in the position shown.

If it is desired to efiect a service application of the brakes, the 'handle I6 is turned into the service application and release zone to a position depending upon the degree of brake application desired. The consequent operation of the cam 15 operates the plunger 10 and thereby the beam l! which first acts to seat the release valve 63 against the pressure of' spring 68 and which then fulcrums on the end of the release valve stem 59 and acts to unseat the application valve 60.

With the application valve 60 unseated fluid under pressure flows from the operating reservoir 2 to chamber SI and from thence through pipe I? to the chamber at the lower side of the piston 24 in the device 22.

The pressure of fluid thus obtained in chamber SI acts on the abutment 54 and moves said abutment outwardly against the pressureof the regulating spring 55. With the handle I6 and thereforecam l4 moved to a certain position'in the service application andrelease zone, the continued movement of the abutment 6 permits the spring 62 to seat the application valve at the time the pressure obtained in chamber SI and in the device 22 below the piston 26 attains the desired value corresponding to the position of the handle 16. a

-The pressure obtained in the pipell acting on the underside of the piston 24 in the cylinder 23 of the control device 22 causes the piston 24.

to move upwardly thereby opening the contact 32 by means of the member 25. The circuit of the application train wire 9 is thus interrupted at the contact 32 and the application magnets I4 throughout the train are thus deenergized.

With the operators control device 4 in its service applicaiton and release zone,the connection between the contacts 2I, and I9 is interrupted with the result that the circuit leading from the wire 3! to wire 38 and thereby the release train wire I is interrupted so that the train wire III and the release magnets I6'throughout the train are deenergized.

The deenergization of the release magnets I6 as above explained permits the release valves 56 of the devices I 3 to be closed by springs 58', thereby cutting off communication between each brake cylinder I and the atmosphere while the deenergization of the application magnets I4 permits the application valves 55 of the devices I3 to be opened by springs 51, thereby effecting the supply of fluid under pressure from the reservoir 2 on each vehicle through the pipe 36 to the pipe I and from thence to the corresponding brake cylinder I.

The brakes on each vehicle are thus applied and the pressure established in the brake cylinder I on the motor vehicle is transmitted through the pipe I5 to the cylinder 23 of the control device 22 and acts upon the upper side of the piston 24. As soon as this pressure acting in the device 22 shown in Fig. l is substantially equal to or slightly exceeds the pressure acting on the underside of the piston 24 corresponding to the pressure in the pipe II, the piston 24 is moved downwardly suificiently to permit the contact 32 to be closed so that the application train wire 9 is again energized. The application magnets I2 on each Vehicle are consequently reenergized and the corresponding application valves 55 are closed, thereby cutting off the further supply of fluid under pressure from the reservoirs 2 to the brake cylinders I.

The release magnets l6 under these conditions are maintained deenergized so that the corresponding release valves are held closed.

It will now be seen that the brake cylinder I on each vehicle of the train is supplied with fluid under pressure from its operating reservoir 2 until a brake cylinder pressure is established which corresponds to the pressure obtained in chamber 6| as governed by the position of the handle 16 in the service application and release zone.

If the handle 16 is moved only to some intermediate position in the service application and release zone to efiect the application of brakes above described and it is desired to increase the degree of application, then the handle 76 is moved further into said zone. The consequent movement of the cam I4 and plunger again operates the beam II to unseat the application valve 60 so as to increase the pressure in chamber 6I'to a degree depending upon the new position of said handle.

The increase in pressure in chamber SI and therefore in the control device 22 acting below the piston 24 moves said piston upwardly and again opens the contact 32. The application magnets I 4 throughout the train are thereby again deenergized to supply fluid under pressure to the brake cylinders I so as to increase the degree of the brake application. When, on the motor vehicle, the pressure in the brake cylinder I and in the device 22 acting on the upper face of the piston 24 is thus increased to substantially the degree acting on the lower face of said piston, said piston is again moved downwardly to permit the contact 32 to close and thus energize the application magnets I4 throughout the train so as to prevent further flow of fluid to the brake cylinders I.

In the manner above described the brakes may be applied in such increments as desired by successive movements of the handle 16 in the service application and release zone, since the device 22 operates according to the pressure obtained in chamber BI upon such movements to provide a corresponding pressure in the brake cylinders I throughout the train.

If it is desired to effect a release of the brakes after an application, the handle 16 is turned either directly to the release position or moved to said position in a series of successive steps in order to provide a graduated release of the brakes. i

- As the handle 76 is moved toward release position the cam 14 is operated to relieve pressure on the plunger it! which permits spring 68 to act to unseat the release valve 63 and thereby permit venting of fluid under pressure from the chamber GI and thereby the chamber at the lower face of piston 24 in the control device 22 to the atmosphere by way of passage 98 in the abutment 64,-

pastthe release valve 63, through ports 9 i, chamber 6% and atmospheric passage 6?.

As the pressure of fluid in chamber BI is thus reduced on the abutment 64, the'regulating spring moves said abutment towards the left hand, and in case the handle it is still in the service application and release zone said abutment moves into seating engagement with the release valve so as to hold a reduced pressure in chamber 6! corresponding to the position of the handle '16. If the handle it is then moved another step towards the release position the release valve 63 is again unseated to permit a further reduction in pressure in chamber 6! corresponding in degree to the movement of said handle. The handle 16 may be thus operated to relieve the pressure in chamber 6! and acting on the lower face of piston 24 in such increments as desired. When the handle 16 is moved to the release position, however, the spring 65 acting on the abutment 64 becomes expanded to its free condition without seating the release valve 63 so that a complete release of fluid under pressure from chamber BI is thus obtained when the handle it is moved to release position.

When the pressure in chamber 6! is reduced by operation of the handle 16, as above described, the corresponding reduction in pressure below the piston 24 of the control device 22 permits brake cylinder pressure acting on the upper face of said piston to move said piston downwardly and close contact 40, the contact 32 remaining closed. A circuit is thus completed from the positive terminal of the battery 21 through the interlock switch devices 45, Wire 29, contact 30, wires 3| and 31, contacts 2i and 2am the operators control device 4, wire ll, contact 413, wires 42 and 38, release train wire iii, through the release magnets l 6 connected in series in said train wire, rear end connector 26, return wire i I, contact 34 in the switch device i2 and wire 35 to battery 21. The release magnets i6 throughout the train are consequently energized and operate to unseat the release valves 56, thereby efiecting the release-of fluid under pressure from the brake cylinders i'to the atmosphere.

If the handle it is operated to release the brakes in steps, then as soon as the pressure in the brake cylinder ,l and in the chamber above piston 24 in device 22 on the motor vehicle is reduced to a slightly lower degree than thatacting in chamber 6! and in the chamber below said piston, said piston is moved upwardly and opens the contact 52 and consequently the circuit through the release magnets H5. The release magnets !6 are thereby deenergized, which permits springs 58 to seat the release valves 56 and cut off further release of fluid from the brake cylinders.

A further reduction in pressure in chamber (ii and in the chamber below the piston 2d by operation of the handle 16 in the manner hereinbefore described will cause the device 22 to again operate to effect a corresponding. reduction in pressure in the brake cylinders l throughout the train, as will be evident, while if the handle is moved to the release position, thereby completely venting chamber 6! and the chamber below the I piston 24 in device 22, the contact 40 will remain closed so that a complete release of the brakes will be effected.

It will now be noted that by adjusting the setting of the operators control device 4 while in its service application and release zone, so as to vary the pressure of the fluid supplied to the pipe i l the pressure in the brake cylinders I throughout the train will be correspondingly and automatically adjusted so as to graduate the application and release of the brakes.

When it is desired to effect an emergency application of the brakes the handle '76 is turned to emergency position in which the raised portion it on the cam i l operates the plunger 10 to unseat the application valve 6i) to supply fluid under pressure tochamber 6! and the chamber below piston 24 in the device 22 and thereby operate said device to open the contact32 to efiect an application of the brakes as hereinbefore described in connection with effecting a service application of the brakes. The raised portion 79 on the cam i lmoves the plunger 10 to such a degree however that insufiicient movement of the abutment 54 will be obtained by the full pressure of the operating reservoir 2 acting thereon to permit closure of the application valve 60, thereby ensuring operating reservoir pressure being obtained at the lower side of the piston 24 in the device 22, so that the device 22 will maintain the contact 32 open and permit a pressure to be built up in the brake cylinders I in the train equal to that obtained in the operating reservoirs 2. a

In emergency position of the handle 16 the contacts 20 and 2! are disconnected from each other so as to ensure that the release magnets 86 throughout the train will not be energized and thereby effect an undesired release of an emergency application of the brakes in case for any reason the device 22 should fail and permit closure of the release contact 40. f

A release of the brakes after an emergency application is effected in the same manner as after a service application, that is by moving the handle it either directly to the release position or in a series of successive steps to the release position, in either case the contact 40 being operated to close the circuit through the release magnets It. In this connection it will be noted that in the release position the release trainwire ii) is energized independently of the contact 4|] by the contact in the operators control dc vice 4 connecting contacts 2! and I9, and the purpose of this is to ensure that the release magnets ifi'will be maintained energized to eiTect a complete release of brakes after the brake cylinder pressure has become reduced to such a low degree that the device 22 might not readily respend to a further change in pressure below the piston 22 to close the contact 40.

Since an application of the brakes is efiected by opening the circuit through the application and release train wires 9 and I0, respectively, it will be evident that failure of the battery 21 or a break in the energizing circuit of the application magnets It will permit the application valves 55 to operate to supply fluid under pressure to the brake cylinders l to apply the brakes. In

order to ensure that the release magnets will be deenergized under this condition to prevent fluid being released from the brake cylinders a magnet 43 is connected in series in the application train wire 9 and controls a switch 95 in the release train wire In, said magnet being operative upon deenergization to open said switch and thereby the circuit through the release magnets E6 in the train so as to permit the release valves 56 to close and thereby hold the fluid under pressure in the brake cylinders l.

The application train wire 9 is also provided with a switch 44 on each vehicle which is adapted to be operated by a trainman or passenger for effecting the deenergization of the train wire 9 so as to cause an application of the brakes throughout the train.

If the motor vehicle is turned around with respect to the train from the position shown in the drawings, then with the switch devices I2, end cocks I and interlock switch devices 45 properly conditioned, that is, just the reverse from that shown in the drawings and hereinbefore described, the brakes on the train may be controlled by the operators control device 4 and the device 22 shown in Fig. 1A of the drawings. It will be noted that at the non-operating end of the motor vehicle the handle 16 is removed from the operators control device 4 which prevents unintentional or malicious interference with the control of brakes from the other end of the vehicle.

In order to ensure an application of the brakes being automatically effected in the event of the fluid pressure failing to be maintained in the main reservoir pipe 6 the interlock switch devices 45 are provided. As long as the pressure in the main reservoir pipe 6 is maintained equal to or above that desired, said pressure acting in chamber 88 on the piston 85 of the interlock switch device 55 at the rear of the motor car, shown in Fig. 1A of the drawings, holds said piston and thereby the contact 86 in the position shown for closing the circuit through the application magnets M in the manner hereinbefore described, but if the pressure in the main reservoir pipe should become reduced for any reason sufliciently for the spring 89 to move the piston 85 to its lower position, the contact 86 will be opened, thereby opening the circuit through the application train wire 9 and causing an application of the brakes to be effected. If the motor vehicle is operated from the other end as hereinbefore described in connection with the operators control devices 3, then the positions of the interlock switch devices 4-5 will be reversed from that shown in the drawing, in which case the application train wire circuit will be closed by the contact 86 on said devices through a Wire 96 instead of the wire 93. As will be seen the interlock switch devices 45 also constitute an interlocking arrangement ensuring that the coupling cocks 7 are in their correct relative positions when a motor vehicle is coupled to a train.

The contacts 8'! on the interlock switch devices 45 are provided to control the traction circuit of the motor vehicle, which circuit is closed either through wire 91 or wire 98 according to which end of the motor vehicle is the operating end, so that in the event of an automatic application of the brakes being efiected due to the pressure in the main reservoir pipe 6 becoming reduced to such an extent that the interlock switch device at the non-operating end of the vehicle operates, the vehicle motors will be simultaneously rendered inoperative.

While one illustrative embodiment of the invention has been described in detail, it is not my intention to limit its scope to that embodiment or otherwise than by the terms of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In an electro-pneumatic brake apparatus, in combination, a brake cylinder, an application magnet valve device operative upon deenergization to supply fluid under pressure to said brake cylinder, a release magnet valve device operative upon energization to release fluid under pressure from said brake cylinder, an application switch contact operative when closed to effect the energization of said application magnet valve device, a release switch contact operative when closed to effect the energization of said release magnet valve device, means controlled by the fluid pressure in said brake cylinder and an opposing fluid pressure and operative upon a pre ponderance of said opposing fluid pressure to close said application switch contact and open said release switch contact, and operative upon a preponderance of brake cylinder pressure to close said release switch contact and open said application switch contact, and manually operable means for varying the degree of said opposing fluid pressure.

2. In an electro-pneumatic brake apparatus, in combination, a brake cylinder, electro-responsive means, an application contact operative to effeet the operation of said electro-responsive means to supply fluid under pressure to said brake cylinder, a release contact operative to effeet the operation of said electro-responsive means to release fluid under pressure from said brake cylinder, a self-lapping brake valve device comprising a handle and valve means conditioned by said handle to supply fluid at a pressure corresponding to the extent of movement of said handle, and means controlled by the opposing pressures supplied by said brake valve device and acting in said brake cylinder for controlling said contacts and operable when the pressure supplied by the brake valve device exceeds that in said brake cylinder to operate said application contact to supply fluid under pressure to the brake cylinder, and operative when brake cylinder pressure exceeds that supplied by the brake valve device to operate said release contact to efiect the release of fluid under pressure from said brake cylinder, said brake valve handle having a release position, and a contact operated in said release position to effect the operation of said electro-responsive means to release fluid under pressure from said brake cylinder independently of said release contact.

3. In an electro-pneumatic brake apparatus, in combination, an application train wire, a release train wire, electro-responsive means operative upon deenergization of said train wires to effect an application of the brakes and operative upon energization of said train wires to effect a release of the brakes, manually operated means for controlling the energization and deenergization of said train wires, a switch in circuit with one of said wires, and a magnet in circuit with the other wire operative upon deenergization to open said switch and thereby the circuit including said switch.

4. In an electro-pneumatic brake apparatus, in combination, an application train wire, a release train wire, electro-responsive means operative upon deenergization of said train wires to eifect an application of the brakes and operative upon energization of said train wires to elfect a release of the brakes, manually operated means for controlling the energization and deenergization of said train wires, a magnet in circuit with said application train wire, and a switch controlled by said magnet for controlling the circuit through said release train wire, said switch being operative upon energization of said application train wire and thereby said magnet for closing the circuit through said release train wire and upon deenergization of said application train Wire to open the circuit through said release train wire.

5. In an electro-pneumatic brake system for a train including at least a motor vehicle adapted to be controlled from either end anda trailer, in combination, electro-responsive means on said motor vehicle and trailer operative upon deenergization to eifect an application of the brakes and upon energization to effect a release of the brakes, a main reservoir, a main reservoir pipe extending through the train and charged with fluid under pressure from said main reservoir, means for closing the main reservoir pipe at the rear end of the train, a cut-out valve in said main reservoir pipe at each end of said motor vehicle, the cut-out valve at the front end of the motor vehicle being normally closed and that at the rear end of the motor vehicle being normally open, switch means for controlling the operation of said electro-responsive means, and means controlled by the pressure of fluid acting in said main reservoir pipe at the front of the motor vehicle beyond the front cut-out valve and at the rear of motor vehicle to the rear of the rear cut-out valve for controlling the operation of said switch means, said means being operative when the pressure in the main reservoir pipe to the rear of the rear cut-out valve exceeds a predetermined degree to operate said switch means to effect the energization of said electro-responsive means, and when less than a predetermined degree to operate said switch means to effect deenergization of said electro-responsive means.

6. In an electro-pneumatic brake system for a train including at least a motor vehicle, adapted to be controlled from either end, and a trailer, in combination, a main reservoir, a main reservoir pipe extending through the train and charged with fluid under pressure from said main reservoir, means closing the end of said pipe at the rear end of the train, a cut-out valve in said main reservoir pipe at the front of the motor vehicle closing said main reservoir pipe, a cut-out valve in said main reservoir pipe at the rear of the motor vehicle opening communication between the main reservoir pipe on the motor vehicle and that on the trailer, switch means for controlling the motive power circuit on the motor vehicle, and means controlled by the pressure of fluid in the main reservoir pipe at the front of the motor vehicle beyond the front cut-out valve and in said pipe at the rear of the motor vehicle beyond the rear cut-out valve for controlling the operation of said switch means, said means being operative when the pressure in the main reservoir pipe to the rear of the rear cutout valve exceeds a predetermined degree to operate said switch means to close said power circuit, and when less than a predetermined degree to operate said switch means to open said power circuit.

DONALD F. BROWN. 

